Holden One Tonner 2003 Review

OVERVIEW
Way back in 1971 (when Billy Mc Mahon was PM) Holden launched a utility with a one ton carrying capacity. Its unique combination of six cylinder or V8 power and a comfy passenger cabin had hard working blokes flocking to it in droves.

The gutless (at the time) Japanese four cylinders might have had the load capacity, but not the street cred of the locally built workhorse. The One Tonner remained in production through HQ, HJ, HX and HZ (with Radial Tuned Suspension) models and in its final WB iteration in 1985, the car had comfort and load carrying ability enough to handle work and play.

An increased focus on a newfangled passenger sedan called the Commodore, and market pressures, signalled the end for the One Tonner, as a struggling Holden tried to keep its day job in a rapidly evolving world.

Fast forward to 2002/3 and Ford Falcon Cab Chassis is cleaning up, cashing in on its position as the only true locally-built, cab chassis with one ton abilities. Holden saw this, and the plethora of still-running one-tonners from its own past, and saw a market eagerly awaiting its return.

FEATURES
Holden's launch of the One Tonner in May, 2003, begins with three models based on VY Commodore architecture: V6 auto at $26,210, auto V6 S at $31,920, and the 5.7-litre V8 S at $36,150 with either 6 speed manual or 4 speed automatic gearbox. Sorry, no V6 manual, we've heard the clutch isn't up to the one ton task. That'll be fixed in time for the new high feature V6 engine in 2004.

The One Tonner V8 S we tested is good value at $36,150. It comes with cruise, LSD, ABS Brakes, 16 X 7 inch alloys, leather wheel, air con, power windows, passenger seat lumbar support and 225kW V8 (auto is a no cost option). The six speed manual gearbox is carryover from the sedan, and shares the same moon-shot gearing.

COMFORT
The One Tonner cabin offers enough room for two and is comfortable and spacious enough for those long hours in the saddle. Electric height adjustment for the driver's seat and a seat tilt lever for easy access to storage area behind. A common Commodore Ute complaint is the lack of in-cabin storage which Holden addressed with 250 litres of recessed storage space, including a big glove box, door pockets and centre console bin.

The dashboard is pure VY Commodore as is the reach and height adjustable wheel and stereo controls on the S we drove. There's a commendable lack of road noise, though the tray does rattle a little from time to time.

SAFETY
A driver's airbag is standard with passenger airbag a $495 option. Anti-lock brakes are standard on the S but only available on the base as part of a $3780 option pack which includes passenger airbag and air-conditioning.

The 296mm front and 286mm rear discs feel more than up to the heavy loads a One Tonner will be carrying. Seat belts have pre tensioners and the buckles are seat mounted to ensure a consistent fit regardless of where the seat is on the tracks. Side rearward vision is a bit restricted by the tray but a set of Cobargo Pub mirrors would soon solve that.

MECHANICAL
The One Tonner is essentially the monocoque front half of the sedan/ute and a sturdy separate chassis rear with an aluminium tray. Holden achieves what it claims is a very rigid installation by bolting two vertical uprights at the front of the chassis frame to the rear of the cab, instead of welding it in place.

Like the other Commodore ute, this one's built on the long wheelbase chassis that spanws the Statesman/Caprice. At 5230mm it's 37mm longer than the Statesman, which could make tight manoeuvring a bit more difficult, but trade-offs must be made for carrying capacity.

Each of the Cab Chassis variants come with a choice of three trays, including a hardwood floor, so there is something for everyone.

Kerb weights for the Cab Chassis range from 1483kg for the base car to 1542 for the V8 S.

COMPETITORS
The direct competitor for the V8 S is the Falcon XLS V8 Cab Chassis at $37,700. Both have their advantages and disadvantages, so it depends on where your priorities lay as to which bagde you'll favour.

Broaden the net and a raft of Japanese 4X2 commercials fall into contention from Mitsubishi, Nissan, Ford, Toyota and Mazda. While they can't compete with the Commodore's power, on-road performance or passenger car levels of comfort and quiet, they leave the Commodore for dead with cabin versatility (three bodystyles) and the choice of a frugal diesel engine.

Then there's the raft of 4X4 models from the sama maker, though Holden won't address this market until its Commodore-based 4X4 range debuts later in 2003.

ON THE ROAD
Heavy fog on the day short circuited Holden's usually well-oiled car launch, and our driving was limited to a cruise down the Hume to Melbourne. It did nothing to test the dirt or rough road ride, but out on the highway the ute feels firmly planted and rides smoothly and quietly - almost like a Commodore sedan.

There were lots of admiring looks from other Ute drivers along the way and if the small crowd of people who clambered all over it at the Ettamogah Pub are any indication then rural Australia is going to snap 'em up as quick as Holden can build them. Only a Monaro would have attracted more attention.

On our drive back from Albury to Melbourne the V8 S manual averaged 13litres/100km on cruise control.